Multi-direction vehicle control sensing

ABSTRACT

A vehicle includes a first control configured to operate the vehicle from a first operator position facing a front of the vehicle and a second control configured to operate the vehicle from a second operator position facing a rear of the vehicle. The vehicle further includes a processor configured to monitor for an operator presence in the first operator position or the second operator position and receive a vehicle operating request, wherein the operator presence is monitored independent of receiving the vehicle operating request. The processor is further configured to enable either the first control or the second control and select a vehicle operating parameter associated with the vehicle operating request, wherein the vehicle operating parameter varies according to which control is enabled.

This application is a Continuation-In-Part of U.S. application Ser. No.11/779,177 filed on Jul. 17, 2007 and claims priority to U.S.provisional application No. 60/831,724 filed on Jul. 17, 2006 and U.S.provisional application No. 61/052,605 filed on May 12, 2008, thecontents of which are incorporated by reference in their entirety.

BACKGROUND

Industrialized vehicles, such as fork lift trucks operated by a standingoperator, often include a multi-function control device that enablesoperation of a vehicle traction control, auxiliary functions, horn andother vehicle operations. Many fork lift trucks are operated by anoperator facing the front of the vehicle or turned 180 degrees to facethe rear of the vehicle. In such vehicles, the multi-function controldevice is typically provided at the front of the vehicle so that anoperator may grasp the control device while facing in a forwarddirection. Ease of operation in a forward stance is provided with asingle grip handle assembly.

While traveling in a reverse direction, the operator may be inclined tobe repositioned in a rearward operator stance opposite the forwarddirection. However, the control devices are optimized for operation inonly one of the operator orientations, not both, and more specificallyare ergonomically designed to be operated exclusively by a right or lefthand. Furthermore, it is difficult to locate a control device that canbe comfortably operated from both the forward and rearward operatorstances.

A steering control device may also be provided on the vehicle. The samesteering control device is used to steer the vehicle regardless of theorientation of the operator. The steering control device does notprovide the same intuitive steering for an operator oriented in arearward stance with the vehicle traveling in reverse, as compared tooperation of the vehicle from the forward stance in the forwarddirection of travel.

Vehicle operating systems including control devices at both the frontand rear of the vehicle provide an ease of operation, however theseparate control assemblies add possibility of conflicting controldevice commands.

The present invention addresses these and other problems.

SUMMARY OF THE INVENTION

A vehicle is disclosed, as comprising a first control configured tooperate the vehicle from a first operator position facing a front of thevehicle and a second control configured to operate the vehicle from asecond operator position facing a rear of the vehicle. The vehiclefurther comprises a processor configured to monitor for an operatorpresence in the first operator position or the second operator positionand receive a vehicle operating request, wherein the operator presenceis monitored independent of receiving the vehicle operating request. Theprocessor is further configured to enable either the first control orthe second control and select a vehicle operating parameter associatedwith the vehicle operating request, wherein the vehicle operatingparameter varies according to which control is enabled.

A method is disclosed, as comprising monitoring an operator presence atone or more control handles of a vehicle, wherein the vehicle comprisestwo or more control handles, and wherein at least one control handle isconfigured to detect the operator presence. The method further comprisesreceiving a vehicle operating command from a control selected from thegroup consisting of the two or more control handles and enabling theselected control to command the vehicle.

A computer-readable medium is disclosed having stored thereon,computer-executable instructions that, if executed by a system, causethe system to perform a method comprising detecting an operator presenceat a control selected from a group consisting of a first control and asecond control and receiving a vehicle command from the selectedcontrol. The method further comprises comparing the vehicle command witha state of vehicle operation to determine if a vehicle is in a readystate and selecting a vehicle operating parameter associated with thevehicle command. The selected control is enabled and the vehicle commandis implemented when the vehicle is in the ready state, wherein thevehicle operating parameter is modified according to which of the firstcontrol or the second control is enabled.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a rear elevation view of an industrial vehicle configured foroperation by a standing operator, illustrating a dual grip operatorcontrol.

FIG. 2 is a close up perspective view illustrating the dual gripoperator control of FIG. 1.

FIG. 3 is a partial view of an operator compartment illustrating anexample application of the dual grip operator control of FIG. 1.

FIG. 4 is a rear elevation view of an industrial vehicle illustrating aprimary control, a secondary control, and a steering apparatus.

FIG. 5 is a close up perspective view of the primary and secondarycontrols illustrated in FIG. 4.

FIG. 6 illustrates an example embodiment of a primary and secondarycontrol in an alternate arrangement.

FIG. 7A illustrates an example operator position in a vehicle.

FIG. 7B illustrates a further example operator position in the vehicleof FIG. 14A.

FIG. 7C illustrates yet another example operator position in the vehicleof FIG. 7A.

FIG. 8 is a simplified block diagram illustrating an example vehiclecontrol system operable with a primary and secondary control.

FIG. 9 illustrates an example of steering a vehicle in a forward andreverse direction.

FIG. 10 illustrates a further example of steering a vehicle in a forwardand reverse direction.

FIG. 11 is a simplified block diagram illustrating an example vehiclecontrol system comprising a first control and second control.

FIG. 12 is an example flow chart illustrating sensing logic formulti-directional vehicle control.

FIG. 13 illustrates an example method of multi-direction vehicle controlsensing.

DETAILED DESCRIPTION

FIG. 1 is a rear elevation view of an industrial vehicle 5 configuredfor operation by a standing operator, shown as an example electric forklift truck, illustrating a dual grip operator control 10. For industrialvehicles with forward and rear facing operator positions, effectivetraction and horn controls are provided for each operator position.Vehicle controls are configured to provide an operator control of thevehicle 5 while facing the front 7 of an operator compartment 2,oriented towards the vehicle forks 11. The vehicle controls are alsoconfigured to provide the operator control of the vehicle 5 while facingthe rear or ingress 4 of the vehicle 5, in a direction opposite thevehicle forks 11. The vehicle controls may include the dual gripoperator control 10 located approximately at an end of the right side 6of the operator compartment 2 towards the front portion 7. The vehiclecontrols may also include a steering apparatus 20, such as steeringwheel, located at an approximate midpoint on a left side 8 of theoperator compartment 2.

A multi-directional, multi-function dual grip operator control 10provides control of traction and horn functions from a single controlassembly located in the operator compartment 2. The dual grip operatorcontrol 10 may be configured to be operated from multiple operatorpositions, such as a forward or rearward operator stance. Two separatehand grips may be provided on the dual grip operator control 10 so thatthe vehicle can be operated from either a forward and rearward operatorstance.

FIG. 2 is a close up perspective view illustrating the dual gripoperator control 10 of FIG. 1. The dual grip operator control 10 may bepositioned for ease of operation in forward and rearward operatorpositions, providing an operator with a comfortable hand grip positionin any stance to reduce operator fatigue and improve operatorproductivity. By utilizing a common pivot mechanism and angle sensors,parts are reduced and the traction control system is simplified.Reducing parts and simplifying the control system improves reliabilityof the vehicle 5.

Two hand grip positions are provided on dual grip operator control 10. Aprimary hand grip 12 may be utilized by an operator when facing andoperating the truck in a forward position facing the forks 11 of FIG. 1.The primary hand grip 12 may be a joy stick. The primary hand grip 12provides the operator with multi-function controls 17 that may includetraction, hoist, reach, tilt, side-shift or other vehicle functions whenoperating the vehicle 5. An alert function 16 may be provided on theprimary hand grip 12, and may be configured as a horn button or switch.A secondary hand grip 14 may be utilized by the operator when facing andoperating the vehicle 5 in a rearward position facing the back of thevehicle 5, in a direction opposite the forks 11. The secondary hand grip14 may include traction control and a secondary alert button 18. Asecondary alert button 18 may be configured as a horn button or switch,for example, and that may be operated by a thumb or finger of theoperator.

The dual grip operator control 10 illustrated in FIG. 2 is shown asbeing a single control assembly, including a first control arm, orprimary hand grip 12, oriented in a substantially upright position. Theprimary hand grip 12 may be configured to operate or control a speed ofthe vehicle 5 from a first operator position, such as when the operatorfaces the front 7 of the operator compartment 2 shown in FIG. 1.

The dual grip operator control 10 is also shown as including a secondcontrol arm, or secondary hand grip 14, which may extend or stem fromthe primary hand grip 12 in a reclined position. The secondary hand grip14 may be configured to operate or control the speed of the vehicle 5from a second operator position oriented opposite the first operatorposition. The second operator position may be associated with theoperator facing the ingress 4 of the operator compartment 2 shown inFIG. 1. The first operator position may be associated with a firstdirection of vehicle travel, and the second operator position may beassociated with a second direction of vehicle travel opposite the firstdirection.

The dual grip operator control may be provided as a control assembly,where the primary hand grip 12 and secondary hand grip 14 are rigidlyconnected to each other or assembled together. In one embodiment thedual drip operator control 10 is provided with the primary hand grip 12and secondary hand grip 14 formed, molded or fabricated as an integralcomponent.

A vehicle control assembly, including the dual grip operator control 10and the steering apparatus 20 shown in FIG. 1, provides for additionalflexibility of operator orientation and comfort. The steering apparatus20 may be located on a side of a vehicle operator compartment oppositethat of the dual grip operator control 10 including the primary andsecondary hand grips 12, 14. The steering apparatus 20 may be positionedto be accessible to an operator operating the primary and secondary handgrips 12, 14.

The primary hand grip 12 and the steering apparatus 20 may be configuredto be simultaneously operated in a first direction of vehicle travel,such as towards the vehicle forks 11. The secondary hand grip 14 and thesteering apparatus 20 may be configured to be simultaneously operated ina second direction of vehicle travel opposite the first direction, oropposite the vehicle forks 11.

The primary and secondary hand grips 12, 14 of the dual grip operatorcontrol 10 may be a single axis lever type traction control mounted to acommon pivot, illustrated as pivot axis X-X and sensor mechanism. Theaxis X-X may be located at a position external to the dual grip operatorcontrol 10, such as where the dual grip operator control 10 mounts tothe front 7 or side 6 of the operator compartment 2 of FIG. 1.

The primary hand grip 12 may be mounted approximately vertically forstability and ease of operation when facing forward on the vehicle 5.The secondary hand grip 14 may be mounted approximately horizontally foraccessibility when facing rearward on the vehicle. The secondary handgrip 14 may serve as a palm rest for operation of the primary hand grip12.

As previously discussed, the primary hand grip 12 illustrated as ajoystick in FIG. 2, may include multi-function controls 17 and beconfigured to control a direction of travel of the vehicle 5. Thesecondary hand grip 14 is shown connected to a base 15 of the primaryhand grip 12, where the connection of the primary and second hand grips12, 14 forms an angle Y whose apex is formed at the connection. Theangle Y of attachment may determined by an angle formed between theupright position of the primary hand grip 12 and the reclined positionof the secondary hand grip 14. In one embodiment, the angle Y forms anapproximate right angle. In another embodiment, the angle Y forms anobtuse angle.

The secondary hand grip 14 may be configured to extend a reach of theprimary hand grip 12 in a direction transverse to the orientation of theprimary hand grip 12 to enable control of the direction of travel of thevehicle 5 from different operator orientations. The primary andsecondary hand grips 12, 14 may be rigidly connected to each other. Theangle Y of attachment between the primary and secondary hand grips 12,14 may remain fixed while either of the primary and secondary hand grips12, 14 is rotated about one or more axes of rotation, such as axis X-X.

FIG. 3 is a partial view of right side 6 of the operator compartment 2illustrating an example application of the dual grip operator control 10of FIG. 1. The primary hand grip 12 may be configured to conform to anoperator's right hand in a first operator orientation, for example withthe operator facing the forks 11 of the vehicle 5. The left hand of theoperator remains free to operate the steering apparatus 20 while theright hand operates the primary hand grip 12. In the partial viewillustrated in FIG. 3, a left hand of an operator 30 is shown as anenvironmental element grasping the secondary hand grip 14. In oneembodiment, the operator 30 is facing the ingress 4 of the vehicle 5(see FIG. 1) while grasping the secondary hand grip 14. A right hand ofthe operator 30 remains free to operate the steering apparatus 20 whilethe left hand operates the secondary hand grip 14.

The secondary hand grip 14 may be configured to conform to the left handof the operator 30 in a second operator orientation opposite the firstoperator orientation. The right side 6 of the operator compartment 6 mayinclude a recess 35 that provides room to maneuver or otherwiseaccommodates the left hand of the operator 30 as the secondary hand grip14 is being rotated downwards 32. The left hand of the operator 30, aswell as the secondary hand grip 14, may descend into the recess 35during the downward motion 32. The primary hand grip 12 maysimultaneously rotate in a corresponding rotational direction 34 as thesecondary hand grip 14 is rotated downwards 32.

A common sensor may be utilized to detect when either the primary orsecondary hand grips 12, 14 is being rotated in one or more rotationaldirections, for example about the axis X-X of FIG. 2. In one embodiment,a rotation of either the primary or secondary hand grips 12, 14 resultsin the entire dual grip operator control 10 to rotate about a commonaxis. The dual grip operator control 10 may be rotated about axis X-X ina first rotational direction to request a forward direction ofacceleration of the vehicle 5. The dual grip operator control 10 may berotated about axis X-X in a second rotational direction opposite thefirst rotational direction, to request a reverse direction ofacceleration of the vehicle 5. As such, either of the primary orsecondary hand grips 12, 14 may be utilized to request a forward orreverse direction of travel.

FIG. 4 is a rear elevation view of an industrial vehicle 5 configuredfor use by a standing operator Illustrating a vehicle control systemincluding a primary control 40, a secondary control 50, and the steeringapparatus 20. The secondary control 50 may provide similar control ofvehicle operation as the secondary hand grip 14 described with referenceto FIGS. 2 and 3, but is spaced apart from the primary control 40. Thesecondary control 50 is illustrated in the embodiment shown in FIG. 4 asbeing located near the rear of the vehicle 5, as a side opposite that ofthe steering apparatus 20. The secondary control 50 may be shaped as agrab handle to assist the operator of the vehicle 5 during ingress andegress of the operator compartment 2 as well as providing additionaloperator stability during vehicle travel.

A first control handle, or primary control 40, is shown being locatednear a first side or front 7 of the operator compartment 2 opposite anoperator ingress 4. The primary control 40 may be configured to berotated about one or more axes of rotation and control a rate of travelof the vehicle 5. A second control handle, or secondary control 50, maybe mounted on a second or right side 6 of the operator compartment 2between the first side of the operator compartment 2 and the operatoringress 4. The secondary control 50 may be rigidly mounted to the rightside 6 of the operator compartment and configured to control the rate oftravel of the industrial vehicle without being rotated or pivoted aboutany axis.

With the operator facing the rear/aft of the vehicle 5, opposite theforks 11, the secondary control 50 may be held by the operator's lefthand while the steering apparatus 20 may be operated by the operator'sright hand to steer the vehicle 5.

With the operator facing the front/forks of the vehicle 5, the primarycontrol 40 may be held by the operator's right hand while the steeringapparatus 20 is controlled with the left hand. Either of the primary orsecondary controls 40, 50 may be utilized to request a forward orreverse direction of travel of the vehicle 5.

FIG. 5 is a close up perspective view of the primary and secondarycontrols 40, 50 illustrated in FIG. 4. The secondary control 50 may belocated at an end of the right side 6 of the operator compartment 2adjacent the operator ingress 4. The secondary control 50 includes agrab handle 55 that may be rigidly mounted by a first end 52 and asecond end 54 to the right side 6 of the operator compartment. The rightside 6 of the operator compartment may include a recess 42 located aboutthe grab handle 55 to provide access space or otherwise accommodate ahand of the operator during operation or grasping of the secondarycontrol 50. The grab handle 55 may provide the operator with additionalstability or point of contact when entering or leaving the operatorcompartment 2 or during operation of the vehicle 5.

A directional control 56 and an alert function or horn button 58 arevisible on a top surface of the grab handle 55. The directional control56 may be located at or below the top surface of the grab handle 55 toavoid accidental actuation by the operator. The direction control 56 maycontrol a direction or rate of travel of the vehicle. The primarycontrol 40 may be configured to be operated by an operator oriented in afirst direction of vehicle travel, and the secondary control 50 may beconfigured to be operated by an operator oriented in a second directionof vehicle travel opposite the first direction.

FIG. 6 illustrates an example embodiment of the primary control 40 and asecondary control 60 in an alternate arrangement, where the secondarycontrol 60 is shown located in the approximate midpoint of the operatorcompartment 2, intermediate the front 7 and the operator ingress 4. Thesecondary control 60 may be located at a side opposite that of asteering apparatus 20, at any position intermediate the front 7 and theoperator ingress 4.

With the operator facing the rear/aft of the vehicle 5, opposite theforks 11, the secondary control 60 located at the midpoint may be heldby the operator's left hand while the steering apparatus 20 is operatedby the operator's right hand to steer the vehicle 5. Alternatively, withthe operator facing the front/forks of the vehicle 5, the secondarycontrol 60 may be held by the operator's right hand while the steeringapparatus 20 is controlled with the left hand. The secondary control 60is therefore accessible to the operator while facing or traveling ineither the front or rear/aft directions. Either of the primary orsecondary controls 40, 60 may be utilized to request a forward orreverse direction of travel of the vehicle 5.

The secondary control 60 includes a grab handle 65 that may be rigidlymounted by a first end 62 and a second end 64 to the right side 6 of theoperator compartment. The right side 6 of the operator compartment mayinclude a recess 42 located about the grab handle 65 to provide accessspace or otherwise accommodate a hand of the operator during operationor grasping of the secondary control 60. The grab handle 65 may providethe operator with additional stability or point of contact when enteringor leaving the operator compartment 2 or during operation of the vehicle5.

To accommodate travel and operator orientations in front and reardirections, the secondary control 60 may be provided with multipledirection controls 66A, 66B. Directional controls 66A, 66B are visibleon a side surface of the grab handle 65, however in an alternateembodiment they are provided on the top surface of the grab handle 65.The directional controls 66A, 66B may be located at or below the sidesurface of the grab handle 65 to avoid accidental actuation by theoperator. The direction controls 66A, 66B may control a direction orrate of travel of the vehicle 5. The first direction control 66A may beconfigured to be operated by an operator facing a first direction ofvehicle travel towards the vehicle forks 11, for example by the righthand of the operator. The second direction control 66B may be configuredto be operated by an operator facing in a second direction of vehicletravel opposite the first direction, for example by the left hand of theoperator. Horn buttons 68A and 68B may be provided to be easilyaccessible by either the right or left hand, respectively.

FIG. 7A illustrates an example operator position in a vehicle 400. Thevehicle 400 is shown as including forks 420 for reference. However,other load handling devices may be provided in addition to, or in placeof the forks 420. The vehicle 400 may be understood to include similarfunctionality and components as vehicle 5 of FIG. 1, except that thevehicle 400 comprises a rotatable operator seat 450. In FIG. 7A, therotatable operator seat 450 is shown in a forward facing position, suchthat an operator sitting in the operator seat 450 would normally befacing the forks 420.

FIG. 7B illustrates a further example operator position in the vehicle400 of FIG. 7A. In this example, the operator seat 450 is rotatedapproximately ninety degrees from the operator position illustrated inFIG. 7A.

FIG. 7C illustrates yet another example operator position in the vehicle400 of FIG. 7A. In this example, the operator seat 450 is rotatedapproximately 180 degrees from the operator position illustrated in FIG.7A. The operator position associated with the operator seat 450 in FIG.7C may be considered to be approximately opposite to that of theoperator position illustrated in FIG. 7A.

One or more sensors (such as sensors P1, P2 of FIG. 8) may be providedto identify the rotational position of the operator seat 450.Operational parameters of the vehicle 400 may be controlled, selected,varied, changed, or modified when the operator seat 450 is rotated to adifferent operator position, similar to the discussion of theoperational parameters associated with selection of the first control101 and the second control 102 of FIG. 11. For example, the rotationalposition of the operator seat 450 illustrated in FIG. 7A may beassociated with the first operator position described above. Therotational position of the operator seat 450 illustrated in FIG. 7C maybe associated with the second operator position described above. In oneembodiment, the rotational position of the operator seat 450 illustratedin FIG. 7B is associated with the second operator position describedabove.

The entire operator compartment of the vehicle 400 may also beconfigured to rotate about the vehicle 400, such that reference number450 may alternatively be understood to represent the operatorcompartment, rather than the operator seat as previously described. Inthis embodiment, the one or more sensors would determine a rotationalposition of the operator compartment 450 to identify the correspondingoperator position.

FIG. 8 is a simplified block diagram illustrating an example vehiclecontrol system operable with a steering system including a first andsecond control. A first operator presence sensor P1 may be associatedwith the first control and the second operator presence sensor P2 may beassociated with the second control. A steer angle sensor 82 may beassociated with a rotational angle of the steer tire(s) 90 of FIG. 1 andFIG. 4. Input from the operator presence sensors P1, P2 and the steerangle sensor 82 may be provided to an onboard vehicle processor 84. Theprocessor 84 may process the input to control or modify operation of avehicle brake 85, a vehicle steer motor 86, or a vehicle traction motor87.

The operator presence sensors P1, P2 may be used to determine which ofthe first or second controls is being operated. The operator presencesensors P1, P2 may be used to determine a first and second position ofthe operator. The operator presence sensors P1, P2 may be included incontrol handles, control levers, control grips or direction controls inorder to sense when an operator hand is in proximity. For example, afirst position sensor P1 may be integrated into the primary hand grip 12of FIG. 2 or the primary control 40 of FIG. 6 to determine when theoperator is oriented in a first position, such as facing the forks 11 ofthe vehicle 5. A second position sensor P2 may be integrated into thesecondary hand grip 14 of FIG. 2 or the secondary control 50 of FIG. 4to determine when the operator is oriented in a second position,opposite the first position.

In one embodiment, the operator presence sensors P1, P2 may be used toactivate or deactivate certain vehicle controls depending if theoperator's hand is sensed or not, respectively. For example, when thesecond sensor P2 senses the operator's hand on the secondary control 50of FIG. 4, functions associated with the primary control 40 may bedeactivated. Similarly, when the second sensor P2 in the primary control40 detects an operator's hand, functions associated with the secondarycontrol 50 may be deactivated. In this manner, only one of twodirectional controls may be activated at any one give time, andinadvertent actuation of a control may be avoided. This sensor logic maybe implemented for each of the above embodiments described withreference to FIGS. 2-7.

The sensors P1, P2 may be made to operate by sensing body heat, sensingpressure at multiple points on a control, or some other type ofproximity sensing device. In one embodiment, detection of an operator'shand by both sensors P1, P2 would deactivate certain functionsassociated with both a first and second control. For example, anactivation of both sensors P1, P2 may automatically deactivate thetraction motor 87, and apply the vehicle brake 85.

In one embodiment, the second operator presence sensor P2 is associatedwith the second control, such as the secondary hand grip 14 or thesecondary control 50. When the second operator presence sensor P2detects the proximity of the operator, a steering sense of the steeringapparatus 20 may be reversed. In this example, the processor 84 maycontrol the steer motor 86 to steer the steer tires 90 in an oppositerotational sense than if the processor 84 received input from the firstoperator presence sensor P1.

FIG. 9 illustrates an example of steering a vehicle 5 in a forward andreverse direction. The steering apparatus 20 is shown with respect tooperation of the vehicle 5 according to the first and second operatorpositions corresponding to first and second presence sensors P1, P2. Thevehicle 10 is shown in phantom lines in order to more clearly illustratethe relationship between control of the steering apparatus 20 and theoperation of the steered tires 90. The steered tires 90 are shown asbeing rotated in a clockwise (CW) direction with respect to verticalaxes of rotation 95. When the vehicle 5 shown in FIG. 9 travels in afork-first direction A, it turns in a counterclockwise (CCW) manner.However, when the vehicle 5 shown in FIG. 9 travels in a direction Bopposite the forks, rotating the steered tires 90 in the clockwisedirection causes the vehicle 5 to turn in a clockwise manner. Oneskilled in the art would appreciate that the steering apparatus 20rotates about an axis of rotation similar to axis of rotation R-Rillustrated with steering apparatus 70 of FIG. 7.

In a first case of FIG. 9, the steering apparatus 20 operates accordingto a first operator position associated with the first operator presencesensor P1 and the vehicle is traveling in a forward direction indicatedas direction A. Rotating the steering apparatus 20 in thecounterclockwise direction causes the steered tires 90 to rotate in theclockwise direction. While moving in the forward direction A, thecounterclockwise rotation of the steering apparatus 20 results in acounterclockwise turn (to the left, with the operator facing towardsdirection A) of the vehicle 5.

In a second case of FIG. 9, the steering apparatus 20 operates accordingto a second operator position associated with the second operatorpresence sensor P2 and the vehicle 5 is traveling in a rearwarddirection indicated as direction B. Rotating the steering apparatus 20in the clockwise direction causes the steered tires 90 to rotate in theclockwise direction. While moving in the rearward direction B, theclockwise rotation of the steering apparatus 20 results in a clockwiseturn (to the right, with the operator facing towards direction B) of thevehicle 5.

Any reference to forks in this specification may be understood tosimilarly include other load handling mechanisms known in the art. Areference to a fork-first direction may be understood to also disclosevehicle travel in the direction of the load handling mechanism.

FIG. 10 illustrates a further example of steering a vehicle 5 in aforward and reverse direction. The steered tires 90 are shown as beingturned in a counterclockwise direction with respect to vertical axes ofrotation 95. When the vehicle 5 shown in FIG. 10 travels in fork-firstdirection A, it turns in a clockwise manner. However, when the vehicle 5shown in FIG. 10 travels in a direction B opposite the forks, rotatingthe steered tires 90 in the counterclockwise direction causes thevehicle 5 to turn in a counterclockwise manner.

In a first case of FIG. 10, the steering apparatus 20 operates accordingto a first operator position associated with the first operator presencesensor P1 and the vehicle 5 is traveling in a forward directionindicated as direction A. Rotating the steering apparatus 20 in theclockwise direction causes the steered tires 90 to rotate in thecounterclockwise direction. While moving in the forward direction A, theclockwise rotation of the steering apparatus 20 results in a clockwiseturn (to the right, with the operator facing towards direction A) of thevehicle 5.

In a second case of FIG. 10, the steering control wheel 20 operatesaccording to a second operator position associated with the secondoperator presence sensor P2 and the vehicle is traveling in a rearwarddirection indicated as direction B. Rotating the steering apparatus 20in the counterclockwise direction causes the steered tires 90 to rotatein the counterclockwise direction. While moving in the rearwarddirection B, the counterclockwise rotation of the steering apparatus 20results in a counterclockwise turn (to the left, with the operatorfacing towards direction B) of the vehicle 5.

By configuring the steering apparatus 20 to have an opposite rotationalsteering sense associated with the first operator presence sensor P1 ascompared with the second operator presence sensor P2, the steeringapparatus 20 performs similarly to an automotive steering systemregardless of the operator orientation.

Whereas FIGS. 9 and 10 illustrate a system including two operatorpresence sensors P1 and P2, in an alternate embodiment an operatorpresence detection system may include a single operator presence sensor,such as sensor P1 or P2. When the sensor P1, P2 is not activated, theoperator presence detection system may indicate that the steer motor 86of FIG. 8 or the steering apparatus 20 should operate in a standard ornormal steering sense. A standard steering sense may be associated withan operator position oriented towards the front 7 of the vehicle 5 shownin FIG. 1. In one embodiment, the standard steering sense is indicatedby P1 in FIGS. 9 and 10.

When the sensor P1, P2 is activated, the steer motor 86 or steeringapparatus 20 may be instructed to operate in an opposite or reversesteering sense compared to the standard steering sense. A reversesteering sense may be associated with an operator position orientedtowards the ingress 4 of the vehicle 5 shown in FIG. 1. In oneembodiment, the reverse steering sense is indicated by P2 in FIGS. 9 and10. A processor, such as processor 84 of FIG. 8, may receive input fromsensor P1, P2 prior to instructing the steer motor 86 or steeringapparatus 20 and determining the corresponding steering sense.

Whereas the operator compartment 2 is shown and described having variouscomponents located at or near a right side 6, a front 7, a left side 8or an ingress 4, one skilled in the art would understand that thecomponents and controls could be provided at alternate locations notspecifically illustrated in the embodiments. For example, the steeringapparatus 20 of FIG. 1 or FIG. 4 could be located at or near the rightside 6 and one or more of the controls 10, 40, 50 or 60 could be locatedat or near the left side 4. Furthermore, the terms left and right, frontand rear, and forward and reverse/backward, may be similarlyinterchanged depending on the particular orientation or application of amotorized or industrial vehicle, and are used herein for illustrativepurposes only.

A system that incorporates one or more of the sensors P1, P2 (FIG. 8)may provide a multi-control selection methodology which properlyidentifies, in a system comprising dual traction controls, which controlis enabled at any given time. The multi-control selection may be used toprovide continuous automotive steer sense, including a method ofreversing the steering sense during operation, to make steering moreintuitive to operators.

The multi-control selection, including sensors & activation sequences,are superior to complex algorithms based solely on signals (which mustdecipher & infer operator intention) to determine operator presence.Multi-control selection provides a method of controlling vehicleperformance based on the enabled, or selected, control. In oneembodiment, the steer control logic can be reversed based on the enabledcontrol, or handle. In other embodiments, the multi-control selectionprovides for control of one or more vehicle performance characteristicssuch as steer resistance, steer rotation, maximum vehicle speed, vehicleacceleration, hydraulic function and performance, and brakingperformance.

In a system utilizing multiple control devices, the multi-controlselection methodology may be used to determine which control is enabledfor use at any given time. The one or more sensors P1, P2 may beinstalled locally in a control, such as in one or more of controlhandles 12, 14 (FIGS. 2-3) and controls 40, 50, 60 (FIGS. 4-6). In oneembodiment, sensor P1 is installed in or otherwise associated withcontrol handle 12, whereas sensor P2 is installed in or otherwiseassociated with control handle 14. In another embodiment, sensor P1 isinstalled in or otherwise associated with control 40, whereas sensor P2is installed in or otherwise associated with either control 50 orcontrol 60.

When only a single operator presence sensor is provided for, the singleoperator presence sensor (e.g. sensor P1 or sensor P2) may be installedin or otherwise associated with a secondary control, such as controlhandle 14, control 50, or control 60, whereas no operator presencesensor may be installed in or otherwise associated with a primarycontrol, such as control handle 12 or control 40. When the singleoperator presence sensor does not detect an operator presence, theprimary control may automatically be assumed to be the operable, orenabled, control whereas the secondary control is assumed to bedisabled.

The one or more sensors P1, P2 may comprise proximity switches, opticalsensors, capacitive sensors, or any type of conventional sensor. The oneor more sensors P1, P2, when combined with sensing logic, or anactivation sequence, may be used to determine which one of the multiplecontrols is enabled to operate the vehicle 5.

FIG. 11 is a simplified block diagram illustrating an example vehiclecontrol system 100 comprising a first control 101 and second control102. First control 101 and second control 102 are shown as beingconnected to or in communication with a processor 110. Processor 110 mayoperate similarly, or otherwise be the same as, processor 84, such thatprocessor 110 may be understood to communicate with, receive input from,send input to, or control any of the one or more sensors P1, P2, steerangle sensor 82, vehicle brake 85, vehicle steer motor 86, and vehicletraction motor 87 illustrated in FIG. 8. Processor 110 is further showncommunicatively coupled to, or comprising, a memory 115.

In some embodiments, first control 101 may be considered a primarycontrol, and second control 102 may be considered a secondary orauxiliary control. For example, control handle 12 (FIGS. 2-3) or control40 (FIGS. 4-6) may be operable as the first control 101, and controlhandle 14 (FIGS. 2-3), control 50 (FIGS. 4-5), or control 60 (FIG. 6)may be operable as the second control 102. In other embodiments, firstor second controls 101, 102 may comprise levers, buttons, toggles,pedals, dead man switches or other types of conventional controldevices. These other types of control devices may be configured with oneor more sensors.

FIG. 12 is an example flow chart illustrating sensing logic 200,including a multi-control selection methodology, algorithm, oractivation sequence, for multi-directional vehicle control. Exampleoperating states for the first and second controls 101, 102 (FIG. 11),as described with reference to the sensing logic flow chart 200, includean active state, ready state, enabled state, disabled state, and aneutral state. A control which the operator has selected (e.g. byplacing the operator's hand or foot on the control) may be referred toas the selected control. When the first control 101 is identified asbeing the selected control, the second control 102 is a non-selectedcontrol. When the second control 102 is identified as being the selectedcontrol, the first control 101 is a non-selected control.

ACTIVE STATE. In a dual sensor operator presence system, input from oneor more of the sensors, such as sensors P1, P2 (FIG. 8) indicates anoperator presence at one of the controls 101, 102. The control whereoperator presence is detected or otherwise indicated, is determined tobe in the active state. In a single sensor operator presence system,input received from the sensor may similarly indicate an operatorpresence at one of the controls. For example, the control 101 or 102where operator presence is detected, may be identified as being in theactive state. In some embodiments, a primary control may be identifiedas being in the active state even when no operator presence is detectedat either the first control 101 or the second control 102. The primarycontrol may be considered to be in the active state as a system default.The control which is identified as being in the active state, may bereferred to as being the active control for convenience.

READY STATE. The processor 110 (FIG. 11) may be configured to receiveinput from the first and second controls 101, 102. For example, firstand second controls 101, 102 may send one or more inputs comprisingsteering, throttle, vehicle direction, braking, lift, lower, tilt,side-shift, skew, rotate, clamp, lock, unlock, etc. The processor 110may determine if the active control is sending any input to theprocessor 110 or sending any operating commands to any of the vehiclebrake 85, vehicle steer motor 86, vehicle traction motor 87 or othervehicle component. In some embodiments, the processor 110 identifies theactive control as being in the ready state when the active control isnot sending any operating commands. For example, the processor 110 maydetermine that the active control is in the ready state when thethrottle request is zero, or when the vehicle traction system is inneutral. An active control which is determined to be in the ready statemay be referred to as being the ready control for convenience.

ENABLED STATE. The processor 110 (FIG. 11) may further be configured toreceive input from the vehicle brake 85, vehicle steer motor 86, vehicletraction motor 87, traction system, hoist motor, hydraulic system,electrical system or other vehicle component or sensor associatedtherewith, to determine an operating condition of the vehicle. Forexample, the processor 110 may identify a vehicle travel speed, asteering angle, or a hydraulic pressure to determine if the vehicle ismoving or what, if any, vehicle functions are being operated. A lack ofinput from any one of the vehicle components may also be interpreted bythe processor 110 as indicating a particular operating condition of oneor more of the vehicle components, systems, or of the vehicle ingeneral.

In some embodiments, the processor 110 identifies the ready control asbeing in the enabled state when the received input (or lack thereof)indicates the vehicle is in a relatively inactive state. For example,the processor 110 may determine that the ready control is in the readystate provided the vehicle travel speed is below a certain thresholdvalue, or at or near zero km/hr (mph). The processor 110 commands thevehicle brakes 85 to engage prior to entering the enabled state. In someembodiments, the processor 110 first determines if the vehicle brake 85has been engaged before the control enters the enabled state. Theprocessor 110 may actively command certain vehicle operations to operatein a standby or reset mode corresponding to the enablement of the readycontrol. For example, the processor 110 may command the steer tires 90(FIG. 1) to position to a default steering angle such as a zero degreeturn prior to, or at the time of, the selected control being enabled.The enabled control may provide control over one or more vehicleoperations or components, such as the traction motor 87.

DISABLED STATE. A control which has not entered, has not been identifiedas being in, or does not satisfy the conditions of, the enabled state,may instead be identified by the processor 110 as being in a disabledstate. The disabled control may simultaneously be an active control or aready control, or a control which has not been identified as being ineither of the active state or the ready state. In some embodiments, thedisabled control is incapable of commanding certain vehicle operations.For example, the disabled control may not be able to request vehicleacceleration associated with the traction motor 87. In some embodiments,the disabled control may be incapable of commanding any vehicleoperation. When the selected control is enabled, the non-selectedcontrol may become disabled. Similarly, when the selected controlbecomes active or ready, the non-selected control may become disabled.

NEUTRAL STATE. When operator presence is not detected by any of the oneor more sensors P1, P2, one or both controls 101, 102 may be identifiedby the processor 110 as being in a neutral state. In some embodiments,the non-selected control will remain in, or transition to, the neutralstate unless the selected control becomes active, ready or enabled. Oneor both controls 101, 102 may transition out of the neutral state if athrottle command is received, or if a vehicle travel speed is greaterthan zero. A control may simultaneously exist in both the neutral stateand the disabled state. In some embodiments, a control that is in theneutral state maintains complete functionality, except that tractioncontrol is disabled.

One or more of the states may be cumulative. A control that is in theready state may also be considered to be in the active state. That is,the control may be in both the ready state and the active statesimultaneously. A control that is in the enabled state may also beconsidered to be in the ready state. That is, the control may be in boththe enabled state and the ready state simultaneously. Furthermore, acontrol may be in all three of the active, ready, and enabled states atthe same time. The control may remain in the active and ready states asit transitions into the enabled state.

The sensing logic 200 of FIG. 12 may be understood to illustrate thefollowing example of a multi-control selection methodology for enablinga selected control which incorporates, or is associated with, anoperator presence sensor, such as sensor P1 or sensor P2. In a singlesensor operator presence system, the selected control may not beassociated with any sensor. The primary control may be considered active(by default) any time that the sensor associated with the secondarycontrol does not detect an operator presence. Other states may beunderstood to operate, or be identified, similarly as between the singlesensor and dual sensor operator presence systems.

At vehicle start-up, one or both of the controls 101, 102 (FIG. 11) areidentified as being in a neutral state 210. In some embodiments, bothcontrols 101, 102 begin in the neutral state 210. The sensing logic 200may remain in the neutral state 210 for some minimum predeterminedperiod of time during vehicle start up or vehicle diagnostics, beforetransitioning to operation 215.

At operation 215, the sensing logic 200 determines if the conditions foroperator presence have been met. These conditions may comprise inputfrom a sensor to indicate that a user has selected the control (e.g.either the first control 101 or the second control 102). The conditionsmay further comprise non-receipt of any input from the non-selectedcontrol. For example, if operator presence is detected on the secondcontrol 102 while a throttle input was being received from the firstcontrol 101, the sensing logic 200 may determine that the conditions foroperator presence at operation 215 have not been met. Where theconditions for operator presence have not been met, the sensing logic200 returns to the neutral state 210. The sensing logic 200 may remainin the neutral state 210 until the conditions for operator presence havebeen met.

Once the conditions for operator presence have been met at operation215, the sensing logic 200 transitions to the active state 220, and theselected control becomes the active control. In some embodiments, thenon-selected control remains in the neutral state 210.

At operation 225, the sensing logic 200 determines if the active controlis providing input. The input may comprise a request for vehicleacceleration, for example. Where no input is detected, the sensing logic200 returns to operation 215 to determine if the conditions for operatorpresence are still being met. The sensing logic 200 may remain in theactive state 220 until the control input is detected.

Once the control input is detected at operation 225, the sensing logic200 transitions to the ready state 230, and the active control becomesthe ready control. In some embodiments, the non-selected control remainsin the neutral state 210.

At operation 235, the sensing logic 200 determines if the conditions forvehicle operation have been met. These conditions may comprise a vehiclestatus check from one or more vehicle sensors to determine if thevehicle is in a relatively static condition. For example, the conditionsmay comprise an indication that the vehicle is stopped, that a tractionsystem or throttle is in neutral, or that the vehicle travel speed isless than some predetermined value (e.g. 0.1 km/hr). If vehicle travelspeed is greater than zero or some predetermined value, the sensinglogic 200 may determine that the conditions for vehicle operation atoperation 235 have not been met. Other conditions for vehicle operationmay be that only one control is active, or that only one control isready. In some embodiments, the sensing logic 200 will not transition tothe enabled state 240 if any input is being provided by the non-selectedcontrol.

The conditions for vehicle operation may comprise the activation of anenablement mechanism. For example, a switch or button may be provided onone or both of the controls 101, 102 that further indicates, reinforcesor validates the selection of the control. Depression of a button, suchas button 16 or 18 (FIG. 2), button 58 (FIG. 5) or button 68A, B (FIG.6) may indicate an operator's intent to command the correspondingcontrol to operate the vehicle. The button may make an audible orvisible alert to indicate that the control has been selected. Theenablement mechanism (e.g. switch or button) may also provide thefunctionality to indicate the operator presence at operation 215.

When the conditions for vehicle operation have not been met, the sensinglogic 200 returns to operation 225 to identify the control input. Insome embodiments, one or both of the controls 101, 102 are able torequest vehicle braking or regenerative plugging in any of the neutralstate 210, the active state 220, or the ready state 230. The sensinglogic 200 may remain in the ready state 230 until the conditions forvehicle operation have been met. For example, the sensing logic 200 mayremain in the ready state 230 until the vehicle comes to a stop.

Once the conditions for vehicle operation have been met at operation235, the sensing logic 200 transitions to operation 240. Vehicleoperating parameters may be verified, selected, configured, orreconfigured at operation 240 according to which control is selected inthe ready state 230. The vehicle operating parameters may further beverified, selected, configured, or reconfigured according to whichdirection of travel the vehicle was, or is, moving in. If a steeringsense of the vehicle is reversed, the steering tires 90 (FIG. 1) may bemade to return to an approximately zero degree turn (i.e. straight aheaddirection) to reset the steering angle of the vehicle at operation 240.The steering tires 90 may be returned to zero degree turn when they arefound to be outside some threshold turning range. Returning the steeringtires 90 to the zero degree turn assists the operator in anticipating anext direction of vehicle travel upon throttle up. In some embodiments,operation 240 is optional, wherein the sensing logic will insteaddirectly transition to the enabled state 250 from operation 235. A moredetailed description of operation 240 follows the present discussion ofthe example flow chart of sensing logic 200.

Once the vehicle operating conditions have been verified, selected,configured, or reconfigured at operation 240, the sensing logic 200transitions to the enabled state 250, and the ready control becomes theenabled control. In some embodiments, once the selected control becomesthe enabled control, any subsequent input from the non-selected controlis ignored. The non-selected control may be ignored until or unless theoperator presence is no longer detected for the selected control.

In the enabled state 250, full functionality of the selected or enabledcontrol may be restored or provided for. For example, the enabledcontrol may be able to command acceleration from the traction motor 87of FIG. 8.

At operation 245, the sensing logic 200 determines if the conditions foroperator presence continue to be met. These conditions may compriseinput from a sensor to indicate that user continues to hold, press,touch or otherwise come into contact with, or control, the enabledcontrol. The conditions may further comprise non-receipt of any inputfrom the non-selected control. If the conditions for operator presencehave been met at operation 245, the sensing logic 200 remains in theenabled state 250.

When the conditions for operator presence have not been met at operation245, the sensing logic 200 transitions to operation 255. At operation255, the sensing logic 200 determines if the enabled control hasprovided input over some predetermined period of time. The input maycomprise a request for throttle, for example. The predetermined periodof time may provide the operator time to remove his hand momentarilyfrom the enabled control, and then regain control of the vehicle withoutthe control becoming disabled. Where no input, or no operator presence,is detected for the predetermined period of time, the sensing logic 200determines that the enabled control has timed out and transitions to thedisabled state 260.

If input is provided within the predetermined period of time, thesensing logic 200 transitions back to operation 245 to determine if theoperator presence has been restored. If the operator presence has beenrestored at operation 245, the sensing logic remains in the enabledstate 250 and full functionality of the enabled control is maintained.If the operator presence has not been restored at operation 245, thesensing logic 200 ignores the input and continues to monitor for a validinput at operation 255 without resetting the predetermined period oftime for timing out the enabled control. When the predetermined time hasexpired, the sensing logic 200 transitions to the disabled state 260.

In some embodiments, the sensing logic 200 may automatically transitionto the disabled state any time that the conditions for operator presencehave not been met at operation 245. For example, the predeterminedperiod of time may be set to zero seconds, or operation 255 may beremoved from the sensing logic 200 altogether, with operation 245instead transitioning directly to the disabled state 260. In someembodiments, the sensing logic 200 transitions to the disabled stateanytime that input is received from the second control 102 while thefirst control 101 is enabled. The vehicle may make an audible alert orvisual indication when the sensing logic 200 transitions to, or from,the enabled state 250.

In the disabled state 260, selective functionality of the one or morecontrols 101, 102 may be disabled. In some embodiments, one or both ofthe controls 101, 102 may command vehicle braking or horn activation inthe disabled state 260. The sensing logic 200 may begin automaticvehicle braking at operation 270 when it detects vehicle movementwithout any control being enabled. The vehicle may be commanded to acontrolled stop without any operator intervention. The controlled stopmay comprise a soft plug reversal operation. When the vehicle has cometo a complete stop, the sensing logic may return to the neutral state210.

Default settings may be provided for each of the vehicle operatingparameters. For example, there may be a default steer sense associatedwith a primary position or primary direction of travel. Similarly, theremay be default auto centering (return to center) of the steered wheels,default speed settings, default braking effort, etc. After the sensinglogic 200 enters the disabled state, the vehicle operating system may berestored to the original, or default, vehicle operating parameters.

The first and second controls 101, 102 may be associated with differentprimary or preferred directions of vehicle travel. First control 101 maybe associated with a first primary direction of travel, for example,where an operator is positioned to face the forks (or front) of thevehicle, and wherein the first primary direction of travel is in thedirection the operator is facing. The second control 102 may beassociated with a second primary direction of vehicle travel oppositethe first direction of travel. For example, the second control 102 maybe associated with an operator that is positioned to face in a directionthat is opposite the forks, or to the rear of the vehicle (see vehicle 5of FIGS. 1, 4, 9, and 10 by way of illustration), and wherein the secondprimary direction of travel is in the direction the operator is facing.

The vehicle may be made to travel in both the first direction and thesecond direction, according to throttle commands from the first andsecond controls 101, 102. The first control 101 may command the vehicleto move forward in the first direction, or backward in the seconddirection. The second control 102 may command the vehicle to moveforward in the second direction, or backward in first direction.Accordingly, what is considered the forward or backward direction ofvehicle travel may depend, or change, according to which control isbeing operated or enabled. For example, a forward direction of travelassociated with the first control 101 may be associated with aforks-first direction of travel. Whereas a forward direction of travelassociated with the second control 102 may be associated with adirection of travel opposite that of the forks. A direction of vehicletravel that is opposite to the direction the operator is facing may beconsidered an ancillary direction of travel. The ancillary direction oftravel may depend, or change, according to which control is beingoperated or enabled, similar to the above discussion regarding theprimary direction of travel.

One or more sets of vehicle operating parameters may be associated withthe forward direction of travel of the vehicle at operation 240. In someembodiments, the vehicle operating parameters associated with theforward direction of vehicle travel is the same for the first control101 and the second control 102, except that the definition of whichvehicle operating direction is forward is opposite for the two controls.A different set of vehicle operating parameters may be associated withthe backward direction of vehicle travel. In some embodiments, thevehicle operating parameters associated with the backward direction ofvehicle travel is the same for the first control 101 and the secondcontrol 102, except that the definition of which vehicle operatingdirection is backward is opposite for the two controls.

The maximum vehicle travel speed, the rate of acceleration, the rate ofsteering angle change, the maximum steering angle, or other vehicleoperating parameters associated with the forward direction of vehicletravel may be greater than the corresponding operating parametersassociated with the backward direction of vehicle travel. The vehicleoperating parameters may be stored in, generated by, or otherwisedetermined from the processor 110 and memory 115 of FIG. 11.

The sensing logic 200 may be configured to select, modify or reversecertain of the vehicle operating parameters according to which controlis enabled, and according to which vehicle direction orientation (e.g.forks-first) is, or was last, selected. When automatic steer reversal isselected, the sensing logic 200 may reverse or switch the steer controlinput to maintain continuous automotive steering sense for both thefirst and second controls 101, 102. When automatic traction limitationis selected, the sensing logic 200 may reverse or switch the directionalspeed limitation, wherein the forward maximum speed is different thanthe backward maximum speed. For example, the maximum forward travelspeed associated with the forks-first vehicle travel direction may bereplaced or switched with the maximum backward travel speed, whereinforward and backward vehicle directions depend on which of the first andsecond controls 101, 102 are selected or enabled.

In a single sensor operator presence system, wherein the sensor isassociated with the second control 102, the first control 101 may beidentified as being in the active state 220 anytime that the secondcontrol 103 is in the neutral state 210. In some embodiments, the firstcontrol 101 is identified as being in the active state 220 anytime thesecond control 102 is identified as being in the disabled state 260. Thesteering sense may remain in a default setting associated with the firstcontrol 101 unless the second control 102 is enabled.

In some embodiments, only one of the controls 101, 102 may be enabled atany one time. For example, if an activation sequence (e.g. FIG. 12) ofthe selected control is not followed, then the control may not beenabled, even where an operator presence is detected. This avoids havinga system that must deduce which control should be enabled based onanticipating the operator intent. When operator presence is notconfirmed, or when multiple sensory inputs are received, one or bothcontrols 101, 102 may be disabled. The operator may be notified of oneor more of the control states 210-260 visually as well as audibly.

As previously discussed, automotive steer sense refers toautomobile-like steering control. For example, when the operator rotatesthe steering device (e.g. steering wheel) right, the vehicle turnsright. When the steering device is rotated left, the vehicle turns left.What is considered right and left depends on the orientation of theoperator. When the operator is facing toward the forks (or front of thevehicle) this is the primary position. When the operator is facingopposite the forks (or toward the rear of the vehicle) this is thesecondary position.

In conventional vehicles, when the operator turns around from theprimary to the secondary position, the steering operation doesn'tchange. Steer sense becomes the opposite of automotive steering in thesecondary position. This makes driving the vehicle less intuitive andlengthens the learning curve for operator training.

Providing dual controls with operator presence allows the system toautomatically reverse the steer input command, creating continuousautomotive steering regardless of which control is selected or enabled.A more natural, automotive steering sense is provided in both theprimary and secondary positions.

When reversing the steer sense, the steer system may return the steeredwheels 90 (FIG. 1) to a 0° or straight ahead angle to keep the operatorfrom making large steer direction errors that might otherwise occur ifthe orientation of the steered wheels 90 is not known. As previouslydiscussed, traction speed limitations can also reverse based on theselection of enablement of the first control 101 or the second control102. In some embodiments, the steer ratio, the resistance of the steerdevice, the maximum travel speed, the maximum acceleration, and brakingperformance may vary according to which control is selected or enabled.

In some embodiments, a conflict may be detected when it is unclear whichof the first or second controls 101, 102 have been selected or enabledor, for example, when both controls have been selected. A conflict maybe detected if the operator selects a control while the vehicle ismoving. If a conflict is detected, the vehicle may undergo automaticbraking (for example regenerative braking). If a conflict is detected,the default or original steering sense that was selected or enabledprior to the conflict being detected may be restored.

FIG. 13 illustrates an example method 300 of multi-direction vehiclecontrol sensing. At operation 310, an operator presence is monitored ata first control of a vehicle. The vehicle may include two or morecontrol handles. The first control handle may be the selected control.

At operation 320, a vehicle operating command is received from a controlselected from the group consisting of the first control and a secondcontrol of the vehicle. The first control may be associated with a firstoperator position, and the second control may be associated with asecond operator position oriented opposite the first operator position.The first and second controls may comprise separate or integratedcontrol handles.

The vehicle operating command may comprise a request for a maximumvehicle travel speed in a selected direction of travel. The maximumtravel speed associated with the first control may be greater than, ordifferent from, the maximum travel speed associated with the secondcontrol. The vehicle operating parameter may also comprise a maximumsteer angle of the vehicle, wherein the maximum steer angle associatedwith the first control is greater than, or different from, the maximumsteer angle associated with the second control. In some embodiments, thevehicle command is compared with a state of vehicle operation todetermine if a vehicle is in a ready state. Other vehicle operatingparameters include: vehicle acceleration, braking force, steeringapparatus rotational resistance to motion, and steer ratio, by way ofexample.

At operation 330, the selected control is enabled to command thevehicle. The non-selected control may be disabled, or remain in adisabled state, such that only one control is enabled at any one time.For example, the non-selected control may not be enabled to commandvehicle acceleration. In some embodiments, the non-selected (disabled)control is configured to command a braking system to brake the vehiclewhen the selected control is enabled.

At operation 340, a direction of vehicle travel is selected oridentified. The direction of vehicle travel may comprise a currentdirection of vehicle travel, or the last direction of vehicle travel.For example, the direction of travel may be in the fork-first direction.

At operation 350, a vehicle operating parameter is selected for thevehicle operating command, wherein the vehicle operating parameterassociated with the operating command varies depending on which controlis enabled. The vehicle operating parameter may further vary dependingon the selected direction of vehicle travel. For example, a rate ofvehicle acceleration, a rate of vehicle braking, or a maximum allowablesteering angle may be different when the primary direction of travel isselected as compared to when the ancillary direction of travel isselected. The vehicle command may be implemented when the vehicle is inthe ready state. A continued operator presence may be monitored at theenabled control. The enabled control may be disabled when the continuedoperator presence is not detected for a predetermined time period.

In some embodiments, the vehicle operating parameter comprises a vehiclesteer sense, wherein an orientation of the vehicle steer sense reversesdepending on which control is enabled. The following operationscorrespond to these embodiments.

At operation 360, a steering command is received. For example, thesteering command may comprise a clockwise rotation of a steeringapparatus, or steering wheel. The steering command may be received fromthe steering apparatus, wherein the steering apparatus is located on anopposite side of the vehicle from the first and second control handles.In some embodiments, the steer sense orientation associated with a samedirection of vehicle travel may be reversed according to which controlis enabled.

At operation 370, the vehicle is steered in a clockwise sense in thedirection of travel in response to the steering command when the firstcontrol is enabled. For example, the vehicle is steered in a clockwisesense when the direction of travel is forks-first and the steeringapparatus is turned clockwise. When the first control handle is enabled,the second control may be disabled, at least for certain functions.

At operation 380, the vehicle is steered in a counterclockwise sense inthe forks-first direction of travel in response to the steering commandwhen the second control is enabled. In both operations 370 and 380, thesteering command received from the steering apparatus may be the same,however the vehicle turns in an opposite steer sense for the samedirection of vehicle travel. Accordingly, the vehicle is steered in acounterclockwise sense when the direction of travel is forks-first andthe steering apparatus is turned clockwise with the second control beingenabled. When the second control is enabled, the first control may bedisabled, at least for certain functions. When both the first and secondcontrols are disabled, the vehicle may be automatically braked to acontrolled stop without any operator intervention.

The system and apparatus described above can use dedicated processorsystems, micro controllers, programmable logic devices, ormicroprocessors that perform some or all of the operations. Some of theoperations described above may be implemented in software and otheroperations may be implemented in hardware. The processor can executeinstructions or “code” stored in memory. The memory may store data aswell. A processor may include, but is not limited to, an analogprocessor, a digital processor, a microprocessor, multi-core processor,processor array, network processor, etc. The processor may be part of anon-board vehicle control system or system manager, or provided as aportable electronic device capable of interfacing with the vehiclecontrol system either locally or remotely via wireless transmission.

The processor memory may be integrated together with the processor, forexample RAM or FLASH memory disposed within an integrated circuitmicroprocessor or the like. In other examples, the memory comprises anindependent device, such as an external disk drive, storage array, orportable FLASH key fob. The memory and processor may be operativelycoupled together, or in communication with each other, for example by anI/O port, network connection, etc. such that the processor can read afile stored on the memory. Associated memory may be “read only” bydesign (ROM) by virtue of permission settings, or not. Other examples ofmemory include but are not limited to WORM, EPROM, EEPROM, FLASH, etc.which may be implemented in solid state semiconductor devices. Othermemories may comprise moving parts, such a conventional rotating diskdrive. All such memories are “machine readable” in that they arereadable by a processor.

As explained above, the present invention may be implemented or embodiedin computer software (also known as a “computer program” or “code”).Programs, or code may be stored in a digital memory that can be read bythe processor. We use the term “computer-readable storage medium” (oralternatively, “machine-readable storage medium”) to include all of theforegoing types of memory, as well as new technologies that may arise inthe future, as long as they are capable of storing digital informationin the nature of a computer program or other data, at least temporarily,in such a manner that the stored information can be “read” by anappropriate processor. By the term “computer-readable” we do not intendto limit the phrase to the historical usage of “computer” to imply acomplete mainframe, mini-computer, desktop or even laptop computer.Rather, we use the term to mean that the storage medium is readable by aprocessor or any computing system. Such media may be any available mediathat is locally and/or remotely accessible by a computer or processor,and it includes both volatile and non-volatile media, removable andnon-removable media.

Where a program has been stored in a computer-readable storage medium,we may refer to that storage medium as a computer program product. Forexample, a storage medium may be used as a convenient means to store ortransport a computer program.

For the sake of convenience, the operations are described as variousinterconnected functional blocks or diagrams. This is not necessary,however, and there may be cases where these functional blocks ordiagrams are equivalently aggregated into a single logic device, programor operation with unclear boundaries.

Having described and illustrated the principles of the invention in apreferred embodiment thereof, it should be apparent that the inventionmay be modified in arrangement and detail without departing from suchprinciples. We claim all modifications and variation coming within thespirit and scope of the following claims.

1. A method, comprising: monitoring an operator presence at one or morecontrol handles of a vehicle, wherein the vehicle comprises two or morecontrol handles, and wherein at least one control handle is configuredto detect the operator presence; receiving a vehicle operating commandfrom a control selected from the group consisting of the two or morecontrol handles; and enabling the selected control to command thevehicle.
 2. The method according to claim 1, wherein a first controlhandle is associated with a first operator position, wherein a secondcontrol handle is associated with a second operator position, andwherein the second control handle comprises a sensor configured todetect the operator presence.
 3. The method according to claim 2,wherein the second operator position is substantially opposite to thatof the first operator position.
 4. The method according to claim 2,wherein the vehicle operating parameter comprises a maximum vehicletravel speed in a primary direction of travel associated with theselected control, and wherein the maximum travel speed associated withthe first control handle is different than the maximum travel speedassociated with the second control handle.
 5. The method according toclaim 2, wherein the sensor is configured to detect the operatorpresence independently of the received vehicle operating command.
 6. Themethod according to claim 1, wherein the vehicle operating parametercomprises a steering orientation of the vehicle, and wherein thesteering orientation reverses depending on which control is enabled. 7.The method according to claim 6, further comprising: receiving aclockwise steering command; steering the vehicle in a clockwise sense ina first direction of travel in response to the clockwise steeringcommand when the first control handle is enabled; and steering thevehicle in a counterclockwise sense in the first direction of travel inresponse to the clockwise steering command when the second controlhandle is enabled.
 8. The method according to claim 7, wherein thesteering command is received from a steering apparatus, and wherein thesteering apparatus is located on an opposite side of the vehicle fromthe selected control.
 9. A vehicle, comprising: a first controlconfigured to operate the vehicle from a first operator position facinga front of the vehicle; a second control configured to operate thevehicle from a second operator position facing a rear of the vehicle;and a processor, wherein the processor is configured to: monitor for anoperator presence in the first operator position or the second operatorposition; receive a vehicle operating request, wherein the operatorpresence is monitored independent of receiving the vehicle operatingrequest; enable either the first control or the second control; andselect a vehicle operating parameter associated with the vehicleoperating request, wherein the vehicle operating parameter variesaccording to which control is enabled.
 10. The vehicle according toclaim 9, wherein the first control is approximately located in the frontof the vehicle, and wherein the second control is approximately locatedin the rear of the vehicle.
 11. The vehicle according to claim 9,wherein the operating parameter comprises a maximum rate of accelerationof the vehicle, and wherein the maximum rate of acceleration associatedwith the first control is different than the maximum rate ofacceleration associated with the second control.
 12. The vehicleaccording to claim 9, further comprising a steering apparatus configuredto provide a steering command, wherein the vehicle turns left in a firstdirection of travel in response to the steering command when the firstcontrol is enabled, and wherein the vehicle turns right in the firstdirection of travel in response to the same steering command when thesecond control is enabled.
 13. The vehicle according to claim 9, furthercomprising a braking system, wherein the operating parameter comprises amaximum braking force of the braking system, and wherein the maximumbraking force associated with the first control being enabled isdifferent than the maximum braking force associated with the secondcontrol being enabled.
 14. The vehicle according to claim 9, furthercomprising one or more sensors configured to detect the operatorpresence, wherein the enabled control is the control associated with theoperator position where the operator presence is detected.
 15. Acomputer-readable medium having stored thereon, computer-executableinstructions that, if executed by a system, cause the system to performa method comprising: detecting an operator presence at a controlselected from a group consisting of a first control and a secondcontrol; receiving a vehicle command from the selected control;comparing the vehicle command with a state of vehicle operation todetermine if a vehicle is in a ready state; selecting a vehicleoperating parameter associated with the vehicle command; enabling theselected control; and implementing the vehicle command when the vehicleis in the ready state, wherein the vehicle operating parameter ismodified according to which of the first control or the second controlis enabled.
 16. The computer-readable medium according to claim 15,wherein the method further comprises: disabling the control which is notselected, wherein the disabled control is not enabled to request vehicleacceleration.
 17. The computer-readable medium according to claim 16,wherein the disabled control is configured to command a braking systemto brake the vehicle when the selected control is enabled.
 18. Thecomputer-readable medium according to claim 15, wherein the methodfurther comprises: monitoring a continued operator presence at theenabled control; and disabling the enabled control when the continuedoperator presence is not detected for a predetermined time period. 19.The computer-readable medium according to claim 15, wherein the vehicleoperating parameter comprises a steer sense orientation, and wherein themethod further comprises: reversing the steer sense orientationassociated with a same direction of vehicle travel according to whichcontrol is enabled.
 20. The computer-readable medium according to claim19, wherein the vehicle comprises one or more steer tires, and whereinthe method further comprises: automatically commanding the one or moresteer tires to a default steering angle when the steer sense orientationis reversed.
 21. The computer-readable medium according to claim 15,wherein the vehicle operating parameter comprises a maximum steer angleof the vehicle, and wherein the maximum steer angle associated with thefirst control is different than the maximum steer angle associated withthe second control.